Automatic block-signal and train-stopping device.



No. 638,026. Patented Nov. 28, I899.

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AUTOMATIC BLOCK SIGNAL AND TRAIN STOPPING DEVICE 0 (Application filedJune 3, 1899. (No Model.) 2 8heeIs-SheeI I,

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No. 638,026. Patented Nov. 28, I899.

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AUTUMATIC BLOCK SIGNAL AND TRAIN STOPPING DEVICE.

(Application filed June 3, 1899.\

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(N0 Model.)

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UNITED STATES PATENT GFFIQE. I

SAMUEL J. MCOART, or APPLETON, Wisconsin.

AUTOMATIC BLOCK-SIGNAL AND TRAIN-STOPPING DEVICE.

SPECIFICATION forming partof Letters Patent No. 638,026, dated November28, 1899.

Application filed June 3, 1899. Serial No. 719,174. (No model.)

T0 at whom it may concern I Be it known that LSAMUEL J.MCCART,a citizenof the United States, residing at Appleton, in the county of Outagamie,State of Wisconsin, have invented certain new and useful Improvements inAutomatic Block-Signal and Train-Stopping Devices; and I do declare thefollowing to be a full, clear, andexact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same, reference being bad to the accompanying drawings,and to the letters of reference marked thereon, which form a part ofthis specification.

This invention relates to an automatic block-signal and train-stoppingdevice; and it consists in the construction and arrangement of partshereinafter fully set forth, and pointed out particularly in the claim.

The object of the invention is to provide simple and efficient meanswhereby trains may be automatically stopped should they becomedangerously near each other upon a certain section or block of thetrack, whether approaching each other or going in the same direction,thereby obviating the possibility of a head-end or rear-end collision.This object is attained by the. mechanism illustrated in theaccompanying drawings, in which Figure 1 is a side elevation of aportion of an engine and train, parts being broken away, showing theengine provided with my improved train-stopping apparatus. Fig. 2 is anenlarged end' elevation of the engine and cab. Fig. 3 is a plan view ofa portion of a railway-track, showing the continuous central conductorand the rails divided into insulated blocks or sections. Fig. 4 is anenlarged sectional view of the valve for con trolling the passage ofsteam from the dome, through the steam-pipe,to the cylinders. Fig. 5 isan enlarged sectional view of the valve closing the end of the trainair-pipe. Fig. 6 is a perspective view of the electromagnet which serveswhen energized to unlock the rod which closes the valve in thesteam-pipe and opens the valve in the train air-pipe. Fig. 7 is aperspective view of the electromagnet adapted to close the circuit ofthe lockactuating magnet.

Referring to the letters of reference, A designates an ordinarylocomotive, parts of which are broken away in Fig. l and which isprovided with the usual cab B. WVithin the cab of the locomotive or atsome other convenient point is located an electromagnet C, having anangled armature D, adapted to slide between the fianges a of the plateupon which said magnet is mounted. Projecting from said armature D is abolt Z), which is adapted to engage a catch 0 on the verticalspring-actuated rod E, whereby said rod is held down against the actionof its spring 0. To the lower end of said rod is attached a valve d,which normally closes an opening in the train air-pipe F. The upper endof said rod E is pivoted to an arm G, mounted on the end of a shaft H,which passes through the dome H of the boiler and carries a plug-valve Ion its inner end, which controls the passage of steam into thesteam-pipe J, through which the steam is conveyed to the cylinders ofthe engine. (Not shown.)

Located in the circuit bof the electromagnet C is a battery I) and asignal-bell e. Forming a portion of the circuit b is the armature c inthe electromagnet C, said armature when said magnet O is energized beingadapted to close said circuit b at the points 6". The circuit Z) isnormally open. The circuit f of the electromagnet O is provided with abatteryf. One terminal of the line or circuit f is electricallyconnected by the spring f with the axle K of the drive-wheels L, whilethe other terminal of said line is at the contact-brush M, mounted on aspringactuated stem g, supported in the bracket h, depending from theunder side of the engine, in the center thereof, said stem being insulated from said bracket.

In Fig. 3 is shown a portion of a railwaytrack built in accordance withmy invention, in which P designates a central rail or conductor which iscontinuous and with which the contact-brush M at one terminal of theline f is adapted to have electrical contact. R designates the rails ofthe track. These rails are divided into sections a mile in length orsuch other distance as may be found desirable. The divided blocks orsections of the track are insulated from each other, while the railswithin said divisions or sections are bonded to make of eachrail-section a continuous electrical conductor in a manner well ICOunderstood in the art. The contact-brush M is always in electricalcontact with the central conductor P, while the drive-wheels of theengine are in contact with the rails of the track. There being noconnection between the central conductor and the outer rails of thetrack the line or circuit f remains normally open. Should two trains,however, enter upon the same block or section of track, a closed circuitwould be immediately formed through the lines f on each locomotive,thereby energizing upon each train or locomotive the electromagnet O andattracting the armaturee, closing the circuit 1). The closing of thecircuit 6 energizes the electromagnet C, thereby attracting its armatureD and withdrawing its bolt 17 from engagement with the catch 0 on therod E, permitting the coiled spring 0' on said rod to raise itvertically, which action withdraws the valve d from its seat in thetrain air-pipe F, thereby permitting the air to escape from said pipeand setting the brakes of the train (not shown) in a manner wellunderstood. At the same time the upward movement of the rod E rotatesthe shaft H through the medium of the crank or arm G, to which said rodis coupled. This rotation of said crank turns the valve I so as to closethe passage in the steam-pipe J, thereby cutting off the flow of steamto the cylinders of theengine, (not shown,) whereby the brakes areapplied, and the steam is shut off simultaneously upon each engine ortrain when said trains approach dangerously near each other or when theyare both within the same block or section of the track. The lines f oneach engine, which are connected to the central conductor through thecontact-brushes and to the track-section through the drivewheels, formthe terminals of a circuit the complementary portion of which is thecontinuous conductor P, extending between said trains or engines and thetrack or railway section upon which said trains or engines are standing.After the approaching trains have been brought to a standstill one ofsaid trains is moved off from the section of track occupied by theother, when the circuit through the line f is broken, thereby openingthe circuit b, releasing the armature D of the magnet O, permitting saidarmature to be moved outward, so that its bolt 1) may be again engagedwith the catch 0 on the rod E to hold said rod down against the actionof its spring c,thereby closing the valve d in the train air-pipe andopening the valve I in the steam-pipe J, in which position said partsremain until the train moves into a block or section of the trackoccupied by another train, when the operation above described of settingthe brakes and shutting off the steam will be repeated.

Located in the line b is an electric bell e, which is caused to ringwhen said circuit is closed, thereby sounding a signal to Warn theengineer of the approach of another train, so that the engineer may stopthe train in case the mechanism for automatically stopping the trainshould for any reason become inoperative or fail to work properly.

Having thus fully set forth this invention, what I claim is y In anautomatic train-stopping device, the combination of the track dividedinto insulated sections, a continuous electrical conductor extendingalong said track, a line havin g therein a source of electricity and anelectromagnet, the terminals of said line being electrically connectedwith said track and with said electrical conductor respectively, asecond electromagnet adapted to be energized by the closing of saidfirst-mentioned line, a spring-actuated vertically-movable rod adapt edto be released by the energizing of said last-mentioned electromagnet,said rod carrying a valve on its lower end adapted to close the trainair-pipe, a rock-shaft carrying a valve adapted to close the steam-pipe,and a crank on said shaft connected to the upper end of saidspring-actuated rod. I

In testimony whereof I sign this specifica tion in the presence oftwowitnesses.

SAMUEL J. MOOART.

Witnesses:

FRED BUsHEY, HENRY D. RYAN.

